US4007315A - Battery cell cooling system - Google Patents

Battery cell cooling system Download PDF

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US4007315A
US4007315A US05/557,831 US55783175A US4007315A US 4007315 A US4007315 A US 4007315A US 55783175 A US55783175 A US 55783175A US 4007315 A US4007315 A US 4007315A
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cooling
battery
heat
elements
medium
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Jurgen Brinkmann
Hermann Franke
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VARTA Batterie AG
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VARTA Batterie AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/653—Means for temperature control structurally associated with the cells characterised by electrically insulating or thermally conductive materials
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/654—Means for temperature control structurally associated with the cells located inside the innermost case of the cells, e.g. mandrels, electrodes or electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6551—Surfaces specially adapted for heat dissipation or radiation, e.g. fins or coatings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to a method for dissipating the heat developed in the individual cells of storage batteries, and particularly in vehicle propulsion batteries. This dissipation is accomplished by means of cooling elements arranged above the plates, within the electrolyte, and by additional apparatus which makes it possible to put to constructive use the heat being dissipated.
  • the effective value of the current exceeds the arithmetic average.
  • the two values would be the same.
  • the arithimetic average intensity of a current is a measure of the turning moment produced in a DC motor as well as of the amount of current drawn from a battery.
  • the effective value is the determining factor for the major part of the losses in the conductors, the motor and the battery. Due to the square-law relationship between current heat losses and the effective value of the current (I 2 R i ), the losses during current drain from the battery increase more than proportionately when a current of pulse form is drawn from the battery, rather than a true direct current.
  • Propulsion batteries for electric vehicles are large both in volume and weight. Moreover, they are of very compact construction. Consequently, the natural heat dissipation through the surface of the battery housing is not adequate to establish equilibrium between the heat produced by losses and the heat dissipated by surface cooling for a given permissible maximum temperature inside the body. This is especially true for completely "encapsulated" batteries.
  • a further disadvantage is that, in extended use of a battery assembly, a substantial temperature difference arises between the inner and outer cells.
  • the heat losses occurring in storage battery cells arise in the interior of the cells, in the portions traversed by the charging or discharging current, primarily as conduction-loss heat. Only in certain ranges of the charging process is there also produced appreciable reaction heat. Due to the current distribution inside the cell, a predetermined distribution of the losses also takes place. This leads to such a temperature distribution that the upper portion of the cell becomes very warm, while the lower portion remains relatively cool. This temperature distribution is further intensified because warm electrolyte rises within the cell. Consequently, the electrolyte above the plate stack of the cell is at a high temperature and, because of its high specific heat, it stores there a large fraction of the heat produced in the cell.
  • Heat dissipation from a storage battery cell is especially intensive when it is possible to extract this heat directly, from the storage battery cells, by cooling of the electrolyte.
  • the best cooling effect is achieved when this heat can be extracted from the upper portion of the cell electrolyte.
  • cooling coils are made of metal, which is a good heat conductor and they are connected among themselves through nonconductive tubing.
  • the individual cells are connected electrically in series, in order to produce a high overall potential within the battery.
  • the metal cooling coils of the electrically series-connected cells are also subjected to a voltage which increases with increasing cell number, whether these are connected in series or in parallel. In turn, this results in short-circuit currents in the circulatory cooling system.
  • This disadvantage can be obviated by interconnecting the cooling coils by means of non-conductive pipes or hoses.
  • the cooling liquid is a medium having relatively low specific electric resistance, then leakage currents still flow within this medium due to the applied potential. It is therefore necessary to utilize cooling liquids with very high specific electric resistance, such as distilled water.
  • appropriate means must be provided to continuously control the electric resistance of this cooling medium.
  • the cooling medium is ordinary water, which has not even been demineralized,
  • other cooling media may be used, whose specific electric conductivity is about the same or even greater than that of water.
  • FIGS. 1 and 2 schematically illustrate two embodiments of a battery cell provided with cooling arrangements according to the invention
  • FIGS. 3 and 4 show, in schematic diagram form, two embodiments of the cooling arrangement for a multiplicity of battery cells
  • FIGS. 5 and 6 shows in more detail such cooling arrangements for complete storage battery assemblies
  • FIGS. 7 through 12 show various specific embodiments of the overall cooling circulatory system for such battery assemblies.
  • the cooling elements 3 are so arranged in the individual storage battery cells 2 that they are permanently submerged in the electrolyte. By known means this can be assured under all operating conditions.
  • these cooling elements 3 are made of cooling coils fabricated from pipes made of materials having suitably high heat conductivity and specific electric resistivity. As shown in FIG. 2, flat, large-surface cooling bladders 3 can also be used as the cooling elements. Appropriate materials for these cooling coils or cooling elements are polypropylene, polyethylene and PVC. Glass may also be used.
  • the individual cooling elements 3 within cells 2 may be connected in series, as shown in FIG. 4, or in parallel as shown in FIG. 3. Combinations of these connections may also be utilized.
  • a series-parallel connection of a cooling system embodying the invention is shown in FIG. 5.
  • a predetermined number of individual cell cooling coils 3 are connected in series.
  • the inlets and outlets 4 of such cell series terminate at manifolds 5, to which is connected a heat exchanger 6 with inlet 20 and outlet 22.
  • a circulating pump 7 causes a sufficient quantity of cooling liquid to flow continuously through the entire closed cooling system.
  • the cooler or heat exchanger 6 can be forced-air cooled in conventional manner by a blower 8.
  • elements 11, 12, 13 and 18 are temperature sensors, by means of which the circulatory cooling system is controlled.
  • a switching valve 9 permits the cooling medium to flow either through cooler 6 or through bypass conduit 10.
  • Elements 14, 15 and 17 are the components of a heater system, by means of which the cooling medium may be warmed.
  • the driving motors for pump 7 and blower 8, and also the heating element 17 are supplied with the potential of the battery via switches (not shown).
  • the operating voltage for temperature sensors 11, 12, 13 and 18, and for the operating control elements of the cooling circulatory system is derived from the battery.
  • Pump 7, cooler 6, blower 8, valve 9, bypass conduit 10 and the components 14, 15 and 17 of the heating system are preferably assembled in a compact unit which can be mounted on the battery in various positions.
  • Manifolds 5 then flexibly interconnect cells 2 with that unit.
  • the cooling coils or cooling bladder 3 inside the cells are made of plastic-- preferably polyethylene because of its relatively good heat conductivity accompanied by relatively high specific resistance. Therefore, the necessary electrical potential separation between cooling medium and cooled cell electrolyte is automatically obtained, inasmuch as the plastic serves as electrical insulator between the cell electrolyte and the cooling medium. At the same time, there is good heat transfer through the walls of the cooling elements.
  • ordinary water can be used as the cooling medium. No substantial leakage currents arise, because there is no difference in electrical potential between the cooling medium of the individual cooling coils in the cells of the battery assembly and the circulatory cooling system. Special precautions for insulating the cooling coils inside the cells to prevent electrode short circuiting are therefore unnecessary.
  • the cells positioned in the interior of a cell assembly are substantially warmer than those on the periphery.
  • the heat dissipation conditions for the outer cells are considerably more favorable because of the large heat exchange surface.
  • the cells positioned in the center of the battery can dissipate their heat only through a small free surface, namely through the adjoining cells and via the outer cells to the ambient.
  • temperature differences of more than 5° C and up to 20° C and even more are commonly encountered between the inner and outer cells. It is well known that such temperature gradients are very deleterious for batteries.
  • the heat extraction by cooling coils according to the invention is so intensive that, even for small volumes of cooling medium flow through cooling coils 3, the required dissipation from a given cell is achieved, even when the temperature difference between inlet and outlet temperature of the cooling medium in the cooling coil of a cell is considerably less than one degree.
  • Equalization of the temperatures in all cells is promoted by placing the inlets and outlets of the cooling medium from each cell to manifold 5 in the manner shown in FIG. 3, namely spatially opposed to each other. This provides uniform resistance to flow for all cooling medium paths. As a result, equal quantities of cooling medium flow through the different, parallel-connected cooling paths.
  • the cooling medium traverses first the cooling coils in those cells which are positioned in the center of the battery.
  • the exit of the cooling medium from the series connection of cooling coils takes place from the coils of those cells which are located on the periphery of the battery.
  • the natural heat dissipation from the outer cells further contributes to substantially eliminating those inherently small temperature differences between inner and outer cells which are attributable to the forced cooling.
  • the uniform temperature level thus achieved within all cells leads to consistently good operating characteristics and consistently long operating life for all the cells of the battery.
  • a storage battery has optimum properties only within a relatively narrow temperature range. Therefore, at low cell temperatures, cooling is not required. In fact, at even lower temperatures it may, under some circumstances, even be undesirable. Independently of the existing temperature level, however, it is very desirable that the temperature of all cells of a battery be, as above described, maintained at a uniform level.
  • the two-way valve 9 which is controlled in response to temperature in such a manner that, at low temperatures, the cooling medium does not flow through cooler 6 but through bypass conduit 10, so that it is not further cooled.
  • the cooling coils When operated in this bypass mode, the cooling coils cooperate to rapidly produce the desired uniformity of all cell temperatures and to maintain this uniformity.
  • Heating element 17 in bypass conduit 10 makes it possible to heat the cooling medium. In such operation of the cooling system via bypass 10, the appropriate elevated temperature of all cells can be reached.
  • the energy for heating the cooling medium by means of heating element 17 is preferably taken from a stationary power source, in order to avoid drain on the stored energy of the battery.
  • the heating element 17 is connected via switch 15 to the electrical power supply (not shown) for the battery.
  • a sensor 16 (also not shown) permits closing of switch 15 only when energy supply to heating element 17 can be made from a stationary power source. This would be the case, for example, during charging of the battery. In principle, however, heating may also be accomplished using the stored energy of the battery, and doing so is advantageous even under those conditions.
  • Heating element 17 may be a conventional electrical heating coil surrounding bypass conduit 10.
  • One or more temperature sensors 11 through 13 inside the battery cells switch blower 8, as well as two-way valve 9 and heating element 17 at the appropriate predetermined temperatures.
  • the system can be simplified through omission of bypass conduit 10, even during start-up, when conditions are such that the ambient air has little effect and the main purpose of the system is to equalize internal temperature. While this simplifies the system, it entails a concomitant increase in its thermal lag, due to the thermal inertia of the cooler 6 through which the cooling medium must then circulate.
  • the operation of the battery cooling system will be described, based on the assumption that the battery initially starts from a low temperature level.
  • pump 7 is first set into operation by means of a main switch (not shown) and the cooling medium is caused to circulate through the circulatory cooling system.
  • This main switch may be operated by hand or controlled automatically, if desired, in response to activation of the main switch of the vehicle in which the battery is located. Because of the low temperature level in the cells, the temperature sensor 11 causes valve 9 to switch into that position in which the cooling medium flows through bypass conduit 10. This mode of operation initially equalizes the temperature in the cells.
  • a pulse is supplied from temperature sensor 13 to operating element 14 of switch 15.
  • This pulse switches on heating element 17, provided sensor 16 (not shown in this drawing) permits this. This takes place when the energy supplied for the heating element 17 is provided by an external power source.
  • sensor 16 can be a mechanically actuated element which responds to physical placement of the battery into connection with a charging element in a charging station.
  • the heating element 17 is supplied with energy from the charging circuit (not shown).
  • Operating element 14 may be the coil of a solenoid which is energized by the pulse from sensor 13 to attract the armature of solenoid operated switch 15.
  • temperature sensor 11 switches valve 9 in such a manner that the cooling medium flows through cooler 6 and is there cooled down.
  • the cooler is so arranged that the air flow produced by forward movement of the vehicle flows through the cooler.
  • the temperature sensor 12 turns on blower 8. This considerably increases the heat dissipation from the cooling medium via cooler 6 to the ambient air.
  • the cooling system is so designed that the permissible maximum value of cell temperature is not exceeded, even at extreme loads in driving and charging and at extremely high ambient air temperatures.
  • the blower 8 Upon decline in temperature of the battery during use of the cells, the blower 8 is first disconnected, upon further decrease in temperature the valve 9 is then switched over to cause the cooling medium to flow through bypass conduit 10.
  • the previously mentioned switch (not shown) disables the entire cooling system and the battery then cools off slowly solely through its outer surfaces.
  • the cooling system remains operative, then the battery continues to be cooled until it reaches its lower predetermined temperature value. This is sensed by temperature sensor 18 and circulating pump 7 is then the final component of the cooling system to be turned off.
  • the circulatory cooling system is so controlled that during battery discharge either the entire cooling system or at least portions thereof, preferably blower 8, is disconnected.
  • the heat which is not removed during propulsion service is then stored in the battery and is dissipated on a suitable occasion, such as during charging when the energy for operating the blower is supplied by the charging equipment, through turning on of blower 8.
  • Control of the switching of blower 8 and, if necessary, of pump 7, can be accomplished in that case in known manner, e.g., in response to the potential level or the current direction.
  • Another way to save energy during discharge of the battery involves controlling the motor of blower 8 in such a manner that it rotates more rapidly with increasing potential. This causes the battery to be cooled intensively during charging due to the higher potential supplied to blower 8. During discharging of the battery it is cooled less because of the lower blower speed attributable to the lower potential. However, energy is simultaneously conserved because the motor then requires less current due to its current voltage characteristics.
  • the cooling system shown in FIG. 5 further affords the possibility of internal cooling.
  • connector plugs 19 of manifold 5 are connected in known manner to an external cooling system or, in the simplest case, to a water pipe supply.
  • an external cooling system or, in the simplest case, to a water pipe supply.
  • a cooling medium water
  • intensive cooling of the battery is accomplished.
  • This type of external cooling is particularly suitable when the battery is in exchange service and is, from time to time, in a battery exchange station where it is being charged for its next service period. Coupling of the battery circulatory system through plugs 19 to an external circulatory cooling system can then be accomplished automatically during battery exchange.
  • the cooling medium of the battery should simultaneously serve as the heating medium for the space.
  • the permissible upper temperature limit for continuous use is about 50° C, which is a comparatively low temperature for space heating. Since the cooling medium of the battery is at an even lower temperature, it is not suitable as the space heating medium because the temperature difference between heating medium and the air in the space to be heated is too small to provide sufficient heat transfer in conventional heat exchangers.
  • a compressor 21 is connected in the inlet 20 between cooler 6 and the junction point of bypass conduit 10 and manifold 5.
  • An expansion element 23 is connected between valve 9 and cooler 6 in the outlet 22 of cooler 6.
  • the combination of compressor 21 and expansion element 23 is sometimes referred to as a "heat pump”.
  • pump 7 is preferably placed in bypass conduit 10 so that, when the compressor is turned off and no heat exchange takes place through cooler 6, the cooling circulation through all the cooling elements 3 of cells 2 and through bypass conduit 10 can be maintained by pump 7 in order to equalize the cell temperatures.
  • a single stage compressor is capable of producing a temperature rise of about 20°-30° C.
  • the cooling medium in the cooling coils 3 of cells 2 may have a temperature of about 40° C.
  • compression in compressor 21 the temperature of this medium is transformed upwardly to about 60°-70° C. At that temperature, an intensive heat exchange through cooler 6 is possible and this in turn provides heating of the cooling air to such a temperature level that this cooling air becomes suitable for space heating.
  • the heat developed in the battery is either dissipated to the outside air through a cooler or, after having been raised to a higher temperature level by a compressor, it is dissipated through a heat exchanger to heat the passenger compartment.
  • the circulatory system further includes a heat buffer storage which is charged during higher heat development and whose stored heat can be drawn upon as needed to heat the passenger compartment. Should the heat losses in the battery not be sufficient to meet the heating requirements of the passenger compartment at low outside temperatures, then a supplemental heater can be used to charge the heat storage from an external power source. This supplemental heater can also provide the energy for raising to its optimum operating temperature range the battery which has been cooled by such low outside temperatures at the start of operation.
  • This embodiment also makes it possible to utilize the same components for providing cooling of the battery and cooling of the passenger compartment at high outside temperatures. In that case, the heat is rejected to the outside air through a heat exchanger.
  • Electric buses used in scheduled traffic require for their economic and routine utilization a propulsion battery with an energy capacity of about 150 kwh. This provides an operating period of about 4 hours in city traffic. At the end of this period, the battery is automatically exchanged and recharged in a charging station. The watt-hour efficiency of a propulsion battery in such usage is about 0.75. Therefore, the battery must be charged with about 200 kwh to allow drawing about 150 kwh from it. The difference of 50 kwh is dissipated in the form of energy loss in the battery during charging and discharging and is stored in the form of heat. If the battery is thermally insulated, then about 80% of the stored heat, i.e., 40 kwh, is available for heating purposes. Given a usage period of 4 hours, this corresponds to a heating performance of 10 kw or 8600 kcal per hour. This heating performance is sufficient to adequately heat the passenger compartment of standard model buses, even during the major portion of the annual cold season.
  • FIG. 7 shows a temperature conditioning system, embodying the foregoing principles.
  • FIGS. 7 through 11 all show the identical systems components, connected together in the identical manner.
  • these different figures show different circulatory paths for the cooling medium, corresponding to different operational requirements.
  • the pipes forming the path actually being used are indicated by heavy lines, while the light lines indicate pipes remaining unused in that particular path configuration.
  • the battery 30 has a thermal jacket 31 which insulates it from the ambient air. This makes is possible to confine the heat transfer from the battery to the heat transport medium circulating in cooling coils 3 of the cells.
  • a second heat exchanger system 35 with heat exchanger 36 and blower 37, is mounted outside the vehicle where it can be traversed by the vehicle movement air flow.
  • heat storage system 38 There is a heat storage system 38, with heat exchanger 39 and electric heating element 40 which can be supplied from an external, stationary power source (not shown).
  • a compressor 21 is provided, and so is an expansion element 23.
  • Valves 41 to 46 can be so switched that, in conjunction with the system composed of pipes 47, predetermined functions are carried out by this temperature conditioning system. Control of the system takes place by means of a plurality of temperature sensors (not shown) located within the cells of battery 30, the heat storage system 38 and the passenger compartment which is to be heated and which contains heater system 32.
  • the battery can be cooled, while the passenger compartment is heated by the heat removed from the battery. This is the adjustment shown in FIG. 7.
  • the valves are so adjusted that the heat transport medium flows at relatively low temperature through the cooling elements 3 and cells 2 of battery 30, thereby removing the heat developed in the battery.
  • this heat transport medium is brought to a higher pressure and therefore assumes a higher temperature.
  • valve 41 it reaches space heater system 32.
  • blower 34 passes air over heat exchanger 33, thereby removing heat from the heat transport medium and utilizing same to heat the compartment.
  • the heat transport medium flows into expansion element 23, in which the heat transport medium whose temperature has already been reduced in heat exchanger 33 is brought to a still lower temperature through expansion.
  • FIG. 8 Another mode of operation of this system involves cooling of the battery accompanied by heating rejection to the ambient air.
  • FIG. 8 the pipes shown in heavy lines are those which are traversed by the cooling medium in the adjustment of the system.
  • the piping system is so connected that the heat transport medium first flows through the cooling elements 3 of battery 30, then through compressor 21 in which its temperature is raised, then through valve 41, through heat exchanger 36 of cooling system 35 with heat rejection to the ambient air, then through expansion element 23 with cooling through expansion and finally through valves 44 and 43 back into the cooling elements 3 of battery 30. In these, heat removal from the electrolyte of the battery again takes place.
  • Still another mode of operation for this system involves cooling of the battery with storage of the removed heat in the heat storage system. This situation is shown in FIG. 9.
  • the flow of the heat transport medium in this situation is as follows.
  • Cooling element 3 of battery 30 compressor 21 with temperature increase, valve 41, heat exchange 39 with heat transfer to storage system 38, valves 45 and 42, expansion element 23 with temperature reduction through expansion, then through valves 44 and 43 back to cooling elements 3 of battery 30. There heat removal from the battery recurs.
  • FIG. 10 Still another method of operation is shown in FIG. 10. This involves utilizing the heat stored in storage system 38 for heating the passenger compartment. This method proceeds as follows.
  • the heat transport medium has absorbed heat in the heat exchanger 39 of storage system 38. It then flows through valve 46 into compressor 21. There the temperature of the medium is raised. Through valve 41 the medium is supplied to heat exchanger 33. There its heat is rejected into the passenger compartment which is heated thereby. Through valve 42 the medium flows into expansion element 23 with accompanying temperature reduction. Then the medium flows through valves 44 and 45 back into the heat exchanger 39 of heat storage system 38 in which it again absorbs heat.
  • FIG. 11 This mode of operation, in which the heat is rejected to the ambient air, is shown in FIG. 11.
  • the heat transport medium is brought to a low temperature in expansion element 23.
  • valve 44 it reaches heat exchanger 33 and removes heat from the air of the passenger compartment, thereby cooling that compartment.
  • the heat transport medium is only slightly heated in the process.
  • valves 42 and 43 the transport medium then flows into the cooling element 3 of battery 30 where it is heated further and thereby also cools the battery.
  • compressor 21 a further temperature increase of the transport medium is produced through compression. It then reaches heat exchanger 36 through valve 41. There the heat is rejected through cooling by means of the air flow produced by vehicle movement and blower 37.
  • the circuit is closed when the heat exchange medium again reaches expansion element 23.
  • the heat transport medium is introduced by means of pump 7 through bypass 10 and valve 43 into the cooling elements 3 of cells 2 of battery 30. All other components of the system are disconnected during this mode of operation.
  • the various functions which can be performed by means of this temperature control system are automatically set up, utilizing control signals from the temperature sensors in the battery, in the storage element and in the passenger compartment. This assures that the battery works within its optimal temperature range for all possible ambient temperatures, and that a satisfactory temperature prevails simultaneously in the passenger compartment.
  • the motor and control arrangements of the system are all electrically connected to the battery and supplied with power from it.
  • the power consumption of these elements is low so that it does not represent a significant additional drain on the battery.
  • the heat transport medium circulatory system is subdivided into two separate, circulatory subsystems. These are coupled to each other for heat transfer through a heat exchanger.
  • the components of one circulatory subsystem are preferably connected to the battery, while the components of the other are preferably within or mounted on the vehicle.
  • the heat exchanger which couples the two subsystems to each other for heat transfer is also mounted on the vehicle.
  • the subsystem can be disconnected by plug-in elements. This makes it possible to remove the battery, together with thoe elements of its circulatory subsystem which are attached to it, from the vehicle in just a few minutes.
  • This arrangement makes it possible to use the battery in so-called exchange service, in which the discharged battery is automatically removed from the vehicle and replaced and is recharged in a so-called exchange and charging station.
  • This embodiment of the temperature conditioning system may use water as the heat transport medium in the battery circulatory subsystem.
  • the circulatory subsystem which is mounted on the vehicle preferably uses a heat transport medium which is particularly suitable for compression and expansion.
  • commercial cooling media may be used, of the type used in cold storage and air conditioning systems (such as halogenated hydrocarbons).
  • This embodiment has the advantage that, as previously explained, the battery can be intensively cooled in a simple manner by connecting its circulatory subsystem to an external water cooling system while it is in the exchange and charging station.
  • FIG. 12 shows the principles of construction of this embodiment.
  • the heat transport medium circulatory subsystem of the battery includes cooling elements 3 within the cells of battery 30, pipes 5, valve 9, pump 7 and bypass conduit 10. Also forming part of this circulatory subsystem are heat exchanger element 51 of heat exchanger 50 and plug-in connectors 53.
  • the heat transport medium circulatory subsystem of the vehicle includes heat exchanger element 52 of heat exchanger 50, piping system 47 with bypass 48, valve 49, compressor 21, expansion valve 23 and heat exchangers 32 and 35 as well as storage system 38 and the valves associated therewith.
  • Heat exchanger 50 with the heat exchanger element 51 forming part of the battery circulatory subsystem is mounted on the vehicle.
  • the other components forming part of the battery circulatory subsystem are, as previously described, attached to the battery in movable fashion and with compact construction.
  • Plug-in connectors 53 consist of individual connectors so constructed as to provide open passages when connected together. When they are disconnected, they automatically close off the separated pipe ends so that the cooling medium cannot escape.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Secondary Cells (AREA)
  • Hybrid Cells (AREA)
  • Primary Cells (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
US05/557,831 1974-03-27 1975-03-12 Battery cell cooling system Expired - Lifetime US4007315A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19742414758 DE2414758B2 (de) 1974-03-27 1974-03-27 Elektrolyt-kuehlvorrichtung fuer aus mehreren zellen bestehende akkumulatorenbatterien
DT2414758 1974-03-27

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US4007315A true US4007315A (en) 1977-02-08

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AT (1) AT348055B (xx)
BE (1) BE824755A (xx)
BG (1) BG33439A3 (xx)
CA (1) CA1031417A (xx)
CH (1) CH582958A5 (xx)
DE (1) DE2414758B2 (xx)
DK (1) DK690674A (xx)
ES (1) ES435132A1 (xx)
FR (1) FR2330153A1 (xx)
GB (1) GB1461366A (xx)
IT (1) IT1033231B (xx)
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SE (1) SE7500537L (xx)

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NL7501561A (nl) 1975-09-30
DE2414758A1 (de) 1975-10-23
JPS50129929A (xx) 1975-10-14
ATA1014074A (de) 1978-06-15
NO750125L (xx) 1975-09-30
BE824755A (fr) 1975-05-15
DE2414758B2 (de) 1976-04-15
CH582958A5 (xx) 1976-12-15
NO148051B (no) 1983-04-18
NL183745C (nl) 1989-01-02
GB1461366A (en) 1977-01-13
IT1033231B (it) 1979-07-10
BG33439A3 (en) 1983-02-15
NL183745B (nl) 1988-08-01
CA1031417A (en) 1978-05-16
AT348055B (de) 1979-01-25
SE7500537L (xx) 1975-09-29
ES435132A1 (es) 1977-02-01
FR2330153A1 (fr) 1977-05-27
FR2330153B1 (xx) 1981-03-06
NO148051C (no) 1983-08-10

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